Airframe

ABSTRACT

Disclosed here are unmanned aerial vehicle embodiments including some embodiments having a fuselage, tail, and wings including example embodiments with an adaptable payload section, alternatively or additionally, modular flight surfaces including tail, wings and motor, alternatively or additionally the vehicle configured for short landings with reversible thrust, alternatively or additionally, the unmanned aerial vehicle configured with direct connection to moveable flight control surfaces.

CLAIM OF BENEFIT TO PRIOR APPLICATIONS

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 62/399,173, filed Sep. 23, 2016, the contents of which isincorporated by reference herein in its entirety.

TECHNICAL FIELD

This application relates to the field of aviation and flying machines.

BACKGROUND

Previously, airframes were limited in their ability to carry payloads,land on short runways, and replace component parts to adapt to changingenvironments. This was especially true for fixed wing and rotary modelaircraft, remote controlled, and drone aircraft. The standard fuselagewas used for each and every circumstance which limited the usefulness ofthe aircraft and minimized the ability for customization.

SUMMARY

Systems and methods here include systems and methods including unmannedaerial vehicles including a transverse rigid frame yoke member, themember having first and second distal ends, a top portion, frontportion, aft portion, and bottom portion, a tail member receptacleaffixed to the aft portion of the transverse rigid frame yoke member, afirst wing rib attached to the first distal end, and a second wing ribattached to the second distal end, wherein the first and second wing ribeach include a wing attachment assembly, a payload assembly, attached tothe front portion of the transverse rigid frame yoke member, the payloadassembly including, a payload receptacle mounted in the payloadassembly, wherein the payload receptacle is configured to mount with abattery pack.

Systems and methods may also include, alternatively or additionally, anunmanned aerial vehicle, including, a transverse rigid frame yokemember, the member having first and second distal ends, a top portion,front portion, aft portion, and bottom portion, a tail member receptacleaffixed to the aft portion of the transverse rigid frame yoke member,wherein the tail member receptacle is detachably connected to a tailboom and tail assembly, the tail assembly having two fixed flightsurfaces and two movable flight control surfaces, a first wing ribattached to the first distal end, and a second wing rib attached to thesecond distal end, wherein the first and second wing rib each include awing attachment assembly, a first and second free wing sectiondetachably connected to the respective first and second wing ribattachment assemblies, a motor mount assembly affixed to a front of thepayload assembly, an electric motor detachably fixed to the motor mountassembly, wherein the electric motor includes a detachable propellerassembly, a payload assembly, attached to the front portion of thetransverse rigid frame yoke member.

Systems and methods may also include, alternatively or additionally, anunmanned aerial vehicle, including, a fuselage detachably affixed to atail section, wherein the fuselage includes a transverse rigid frameyoke, the yoke having first and second distal ends, a top portion, frontportion, aft portion, and bottom portion, a first wing attached to thefirst distal end, and a second wing attached to the second distal end, amotor mount assembly affixed to a front of the payload assembly, anelectric motor detachably fixed to the motor mount assembly, wherein theelectric motor is configured to spin in two rotational directions,wherein the electric motor includes a detachable propeller assembly, apayload assembly, attached to the front portion of the transverse rigidframe yoke member, an onboard computer with a processor and a memoryattached to the fuselage, the computer in communication with theelectric motor, a radio antenna affixed to the fuselage, the radioantenna in communication with the onboard computer configured to receiveinstruction from a wireless control station, a location positioningsystem affixed to the fuselage, the location positioning system incommunication with the onboard computer, configured to send locationdata to the onboard computer, a distance measuring system affixed to thefuselage, the distance measuring system in communication with theonboard computer, configured to send distance data to the onboardcomputer, wherein the onboard computer is configured to command theelectric motor to reverse spin after receiving data from the distancemeasuring system and the location positioning system and the wirelesscontroller station via the radio antenna.

Systems and methods may also include, alternatively or additionally, anunmanned aerial vehicle, including a transverse rigid frame yoke member,the member having first and second distal ends, a top portion, frontportion, aft portion, and bottom portion, a tail member receptacleaffixed to the aft portion of the transverse rigid frame yoke member,wherein the tail member receptacle is detachably connected to a tailboom and tail assembly, the tail assembly having, two fixed flightsurfaces connected by a fulcrum, and two movable flight control surfacesmounted on the two fixed flight surfaces, at least two servo motorsmounted in the fulcrum and each attached to a paddle, wherein the paddleis directly mounted to the movable flight control surfaces, a first wingrib attached to the first distal end, and a second wing rib attached tothe second distal end, wherein the first and second wing rib eachinclude a wing attachment assembly, a first and second free wing sectiondetachably connected to the respective first and second wing ribattachment assemblies, a motor mount assembly affixed to a front of thepayload assembly, an electric motor detachably fixed to the motor mountassembly, wherein the electric motor includes a detachable propellerassembly, a payload assembly, attached to the front portion of thetransverse rigid frame yoke member.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the embodiments described in thisapplication, reference should be made to the Detailed Description below,in conjunction with the following drawings in which like referencenumerals refer to corresponding parts throughout the figures.

FIG. 1 is a perspective illustration of an exploded fixed wing aircraftaccording to some embodiments described here.

FIG. 2 is a perspective illustration of a fuselage payload sectionaccording to some embodiments described here.

FIG. 3 is a side cut away view of a fuselage payload according to someembodiments described here.

FIG. 4 is another perspective illustration of a fuselage payload sectionaccording to some embodiments described here.

FIG. 5 is a perspective view of payload options according to someembodiments described here.

FIG. 6 is another perspective view of payload options according to someembodiments described here.

FIG. 7 is another perspective view of payload options according to someembodiments described here.

FIG. 8 is a perspective illustration of an aircraft tail sectionaccording to some embodiments described here.

FIG. 9 is a perspective illustration detail of an aircraft tail sectionflight control surface according to some embodiments described here.

FIGS. 10a and 10b are cut away illustrations of an aircraft tail sectionattachment according to some embodiments described here.

DETAILED DESCRIPTION

Reference will now be made in detail to embodiments, examples of whichare illustrated in the accompanying drawings. In the following detaileddescription, numerous specific details are set forth in order to providea sufficient understanding of the subject matter presented herein. Butit will be apparent to one of ordinary skill in the art that the subjectmatter may be practiced without these specific details. Moreover, theparticular embodiments described herein are provided by way of exampleand should not be used to limit the scope of the invention to theseparticular embodiments.

Overview

Fixed wing drone or model, remote controlled aircraft have utilized thesame configuration for all intended uses. This configuration included afuselage body, two wings rigidly attached and a tail with a horizontaland vertical stabilizer. Such an arrangement limited the usefulness ofthe aircraft, as only certain kinds of features could be strapped ontothe bottom of the fuselage and wired into the aircraft.

Additionally, the component parts used to make up the flight surfaceswere permanently affixed to the fuselage, making transportation andcustomization difficult.

With the advent of the disclosures here, remote or drone aircraft mayutilize many different configurations of flight surfaces, configure apayload section to suit the needs of a particular mission, and be ableto land in a short runway, making the aircraft more adaptable.

It should be noted than the unmanned aerial vehicle embodimentsdisclosed herein may include features such as an onboard computer with aprocessor, memory, data storage and connections to peripheral devices.Such a computer may run software that interacts with various portions ofthe unmanned aerial vehicle such as but not limited to the motor,movable flight control surfaces, payload capable of functioning, and anyof various peripheral devices used to pilot the vehicle. The exampleembodiments may also include wireless communication features capable ofcommunication with a wireless ground station, but in some examples, alsocapable of communicating with other features within the vehicle itself.For example, the onboard computer may communicate with a camera in thepayload section and instruct it to take an image, all wirelessly. Theonboard computer may instruct a servo motor in the tail section to movea flight control surface to turn the vehicle in flight. These and otherexamples are disclosed below in more detail.

Modular Flight Surface Examples

FIG. 1 shows an exploded perspective view of an aircraft airframe 100.The airframe 100 includes major component parts such as a main fuselage102, free wing sections 104, a tail section 108 and a motor-propellerassembly 120, 122. The free wing sections 104 are shown connecting tothe fuselage 102 by a quick connect adapter 106. The quick connectadapter is the subject of a patent application 62/385,495 filed on 9Sep. 2016, all of which is incorporated herein by reference. The tailsection 108 is shown connected to the fuselage 102 by a tail boom 110and a tail connector 112. The motor 120 is shown connected to thefuselage 102 by a motor connector 124.

The ability for a user to swap and replace component sections of theairframe 100 may have many uses. In some examples, the main fuselage 102may be retained but the wings 104 and tail 108, 110 may be replaced withshorter or longer sections, making the overall airframe 100 smaller orlarger, depending on its mission. If the airframe is to be used for along time loiter mission, taking photos over a long time or distance, itmay be useful to install long wings 104, a long tail boom 100, and alarge tail 108. Such items may provide more lift for the aircraft 100and enable the aircraft to use less fuel/battery. In some examples, alarge aircraft may not be desirable for a particular use. In that case,a user may replace the wings 104, tail boom 110, and tail 108 sectionswith shorter component parts. These shorter component parts may enablethe aircraft 100 to be more maneuverable in flight, and thereby providethe user with a faster, more agile platform.

It should be noted that the tail connector 112 which mates with the tailboom 110 may be any of various interchangeable sections. The tailconnector 112 may use a threaded screw connector, a click connector,snap connector, magnetic connector, or other various connector types toattach the tail boom 110 to the fuselage 102. FIGS. 10a and 10b describesome embodiments of tail connectors below. Similarly, the tail section108 may attach to the boom 110 using any of various connectors.

Similar to the ability to change the flight control surfaces of theaircraft 100, the motor 120 and propeller 122 attachments may bemodularly attached to the fuselage 102 as well. The propeller connectionassembly is the subject of a patent application 62/382,698 filed on 1Sep. 2016, all of which is incorporated herein by reference. The abilityto change the motor 120 may be useful for adapting the aircraft 100 fora particular mission such as a high speed mission requiring a fast motor120 and fast propeller 122. Such an arrangement may use too muchfuel/battery for a different mission, and therefore require the user toutilize a slower, more fuel efficient motor 120 and propeller 122arrangement.

The connector of the motor 120 to the fuselage 102 by the motorconnector 124 could be any kind of attachment such as but not limited toa slide, snap, magnetic, screw, click or other connector type. Such aconnector may allow for a tool-free connect and disconnection to thefuselage 102. By using a tool-free solution, the user is not required tocarry and potentially lose tools, fasteners, or other loose items whenin the field with the aircraft.

It should be noted that the motor 120 used in the example embodimentshere could include any kind of motor including a battery operatedelectric motor, an internal combustion gasoline powered motor, or otherkind of motor.

Short Landing Examples

In some example embodiments, the aircraft 100 in FIG. 1 may include amotor 120 that allows for reverse spin of the propeller 122. Such areverse thrust can be utilized by a user to slow the aircraft 100quickly, which may be useful in a short landing situation, thusnecessitating a relatively short runway for landing.

The ability of the motor 120 to reverse spin/reverse thrust may be builtinto the motor 120 and utilized at a particular time in the landingsequence. Such a sequence may include input from onboard computer with aprocessor, memory, data storage and communication with a wirelesscontrol station by an antenna. The wireless control may be from any ofvarious wireless radio arrangements such as but not limited to a shortrange communication system such as WiFi, Bluetooth Low Energy, infra-redor other communication system, cellular communications, long range radiocommunications, satellite communications. Alternatively or additionally,some embodiments include the onboard computer in communication with anyof various peripherals or instruments on the aircraft 100 such as butnot limited to an airspeed detector such as with a pitot tube; anynumber of accelerometers; gyros; an atmospheric altimeter; a distancemeasuring device such as a radar altimeter, a laser altimeter, a lightbased (such as LIDAR) altimeter; a location detection device such as asatellite navigation/location system global positioning system (GPS).

Using such systems, at a particular geographic position or a particularaltitude above ground, and/or airspeed the aircraft 100 motor 120 couldreverse thrust and slow down to decrease the runway needed to land. Someembodiments also include a wind estimation system to determine the bestdirection to land. In such examples, accelerometers and geographicpositioning systems may be used to determine prevailing wind directionand speed during flight. Using the prevailing wind information, theaircraft 100 may land into the wind, thereby decreasing landingdistance, and increasing a stabilized flight regime.

Adaptable Payload Examples

FIG. 2 shows a perspective cutaway of the main fuselage 202 section. Thefuselage 202 is shown coupled to the two wing sections 204 by theirassociated wing connectors 206. The tail connector 212 is shownconnecting the tail boom 210 and the motor connector 224 is shownconnected to the motor 220 and thereby the propeller 222 assembly.

The fuselage 202 is centered around a main transverse support yoke 234coupled to a U-shaped frame 232. This combination of the yoke 234 andframe 232 form the main payload section 250 of the fuselage 202. Theyoke 234 spans the main fuselage 202 section and is connected in theexample, to the two wing connectors 206. In this way, the yoke 234 isthe main transverse structural element across the fuselage 202.

The U-shaped frame 232 is shown in the example, coupled to or connectedto the yoke 234. This U-shaped frame 232 is shown attached to the frontof the yoke 234 in the example, that is, toward the motor 220 andpropeller 222. It should be noted that other embodiments may include aU-shaped frame 232 which is aft of the yoke 234 and thereby facing thetail section 212, 210 of the fuselage 202. Alternatively oradditionally, the yoke 234 may include two U-shaped frames 232 whichattach to both the forward and aft sections of the yoke 234, toward boththe front and rear of the aircraft. Any of various configurations offrame components may therefore be assembled around the main yoke 234spanning the fuselage 202.

In some example embodiments, the U-shaped frame 232 as shown in FIG. 2also includes a cargo supporting bracket 230 that spans the width of theU-shaped frame 232. This bracket 230 reaches below the main U-shapedframe 232 and can help support the payload as described herein. Insidethe U-shaped frame 232 any number of payload securing devices could bemounted or integrated into the frame. Such features such as hooks,snaps, straps, cords, clasps, elastomeric cords, tie downs, eyelets,cleats, baskets, meshes, fences, lids, covers, arms, or other devicecould be integrated or mounted. Such features could be used to secureany kind of payload that could fit into the payload 250 U-shaped frame232 section.

The material used to make the structural components such as the yoke 234and the U-shaped frame 232 could be any of various materials, the sameas one another or different. Such materials could include but are notlimited to plastics, metals such as aluminum, steel, titanium, carbonfibers, foams such as polystyrene, fiberglass, wood, cardboards, resinsor other material. The structural components may be rigid or may includesome amount of flexibility to the airframe to aid in impact resistanceand survivability. Shock absorbing devices may be fitted into andbetween structural components such as shock absorbing gels fittedbetween parts.

FIG. 3 shows a side cut away view of the payload section 350 of theairframe. The main yoke 334 is shown in a cut away, perpendicular to thefuselage 302 and attached to the U-shaped frame 332. The motor connector324 section is shown at the forward most section of the U-shaped frame332. In some embodiments, the U-shaped frame 332 includes a cargosupporting bracket 330. This bracket 330 may span the breadth of theU-shaped frame 332 and provide structural support for the payloadsection 350 of the airframe. It may also be used to hold or support thepayload. In the example, batteries 352 and a camera 354 are shown in thepayload but any kind of payload could be loaded.

FIG. 4 shows another perspective drawing of an example payload 450section of the overall airframe. In the example, the yoke 434 is shownas is the U-shaped frame 432 and the motor connector 424 section. Thebracket 430 is also shown in the payload section 450 spanning theU-shaped frame 432.

The perspective diagram of FIG. 4 shows how any of various payloads maybe held in the payload section 450 of the airframe. In the example ofFIG. 4, batteries 452 are shown in the payload along with a camera 454.As described herein, any kind of cargo may be secured in the payloadsection 450 and is not limited to batteries 452 and a camera 454.

FIGS. 5 and 6 show how the payload section 550, 650 of the airframe mayinclude a variety of payloads. FIG. 5 shows a payload 550 with a largercamera 554 and a smaller battery pack 552. FIG. 6 shows a payload 650with a radar 656 and a larger battery pack 652. In some exampleembodiments, the interface of the battery pack 552, 652 and the airframemay be located at the forward most section of the U-shaped frame and insome examples, on the motor connector. In such examples, placing thebattery interface at one end of the payload section 550, 650 may allowfor differently sized and shaped battery packs to be loaded into theaircraft, depending on the mission and the other payload that theaircraft is carrying.

FIG. 7 shows a side cut away view of the payload section 750 of theairframe with a camera 754 a loaded. The example in FIG. 7 shows how anykind of payload, in this case a camera 754 a could be mounted in any ofvarious orientations 754 b, 754 c within the payload section 750. In acamera example, a gimbal may be placed into the payload section 750 toallow for mounting and movement of an item such as a camera 754 a in thepayload 750. Servo motors on such a gimbal may pivot the payload such asa camera 754 a while in operation. Also, remote operation of items inthe payload 750 may be configured. For example, the camera 754 a may notonly pivot on a gimbal, but shoot, focus, zoom, change settings, andturn on and off by remote operation. Such remote operation may include auser interface at the remote control station. The example of a camera754 a in the example payload 750 is not intended to be liming. Anynumber of various payload items may be loaded into the payload section750 and even operated remotely. Such items include but are not limitedto a video camera, radar, infrared camera, laser range finder,communications antennae, gas sniffer, radiation detector, explosivesdetector, speaker, microphone, or other device.

Direct Flight Control Surface Examples

FIG. 8 shows a perspective of an example embodiment tail section 800.The example tail section 800 is connected to a tail boom 810 andthereby, the body of the airframe fuselage (not pictured). The exampletail section 800 shown in FIG. 8 includes a Y-shaped combinationelevator/rudder arrangement instead of a vertical and horizontalstabilizer which may be used in other example embodiments. Each side ofthe elevator/rudder 808 example in FIG. 8 is made up of two componentparts, a fixed leading edge surface 860 and a movable flight controlsurface 862. The two portions of the tail are shown in the example, asconnected by a fulcrum 864. In the example of FIG. 8, the fulcrumsection 864 of the tail includes at least one servo motor(s) 866 whichis connected to the movable flight control surfaces 862. The servomotor(s) 866 may be wired to the main fuselage section, or may bewirelessly configured to the fuselage section. The servo motor(s) may bein communication with the onboard computer and receive and/or send datato the onboard computer in a wired or wireless manner.

The example fixed leading edge surface 860 and a movable flight controlsurface 862 in FIG. 8 may be made of any kind of material includingfoam, plastic, carbon fiber, fiberglass, metal, composites, or acombination of these. In some examples, a rigid tube made of carbonfiber or metal may be placed inside the fixed leading edge surface 860and a movable flight control surface 862 to enhance rigidity and improvestability of the flight surfaces. In such examples, these tubes may befixed or inserted into the fulcrum 864 section and the flight surfacesmay be slid onto the tube and affixed to the fulcrum 864 for operation.In some examples, instead of a tube, the rigid structure may be a tab, aflat stick, a hollow tube, a solid dowel, or any shaped rigid member. Insome examples, the rigid member may be a flat fin that extends from thefulcrum 864 upon which the flight surfaces may be slid through anopening or otherwise attach to.

FIG. 9 shows a detail of one of the tail fulcrum section 964. Theexample of FIG. 9 shows the fixed leading edge surface 960 which canconnect to the edge of the fulcrum 942 and a paddle 938 connected to theservo motor 966 in the fulcrum 964. The paddle 938 in the example maytake the shape of the movable flight control surface 962 and be directlyconnected to the servo motor 966 at an axle 940. The movable flightcontrol surface 962 may attach to the paddle 938 to allow the movableflight control surface 962 to move in operation when the servo motor(s)966 rotates or otherwise operates. The end of the movable flight surface962 opposite to the paddle 938 may be connected to the fixed leadingedge surface 960 by a pivot axis (not shown). In this way, the servomotor 966 may control the movement of the entire movable flight controlsurface 962 directly by the paddle 938. In this way, there is nolinkages, wires, or other lengthy connections running the flight controlsurfaces, instead, the servo motors are directly in control of themovable flight control surfaces.

It should be noted that FIG. 8 and FIG. 9 depict a tail section example,but similar arrangements could be made on the wings. In such examples,servo motors could be mounted into the wings, either free wing structureor wing roots attached to the fuselage, and the servo motors could bemounted to paddles and thereby movable flight control surfaces such asailerons and/or flaps.

Tail Connection Examples

FIGS. 10a and 10b show example cut away illustrations of embodiments ofthe tail boom 1010 connecting to the tail connector 1012 as describedabove. In FIG. 10a , the tail boom 1010 and tail connector 1012 aredetached but lined up for connection. In FIG. 10b , the tail boom 1010and tail connector 1012 are coupled or otherwise attached for operation.The tail connector 1012 in some embodiments is connected to the fuselageas shown in FIG. 2 above. The tail boom 1010 is connected to the flightcontrol surfaces as shown in FIG. 8 and FIG. 9 above.

In the example embodiment of FIG. 10a , the tail boom 1010 is shown withtwo resilient tabs 1070 on either side of the end of the tail boom 1080.The resilient tabs 1070 are configured to attach to the tail boom 1010and extend away from it in a resilient manner that is flexible butbiased to return to its original shape. In some embodiments, theresilient tabs 1070 are made of plastic or other semi-flexible material.In some embodiments, a living hinge is formed between the resilient tab1070 and the tail boom 1010. In some embodiments, the tab is springloaded (not shown) and biased away from the tail boom 1010 so that it isable to be pushed in by a user but springs outward when resting.

It should be noted that any number of resilient tabs 1070 could beincluded on the tail boom 1010 such as one, two, three, four, or othernumber. It should also be noted that the resilient tabs 1070 need not bein the same place on the tail boom 1010 but could be staggered indifferent sections. For example, two tabs could be as shown in FIG. 10aand two more could be positioned further toward the end of the tail boom1080 and perpendicular to those shown in FIG. 10a . In such examples,any number of resilient tabs could be placed around the tail boom 1010to attach to the tail connector.

It should also be noted that the shape of the resilient tabs 1070 neednot be limited to the shapes shown in FIGS. 10a and 10b . Any number ofshapes could be used to mate with the tail connector 1012 as describedherein including square, round, rectangular, triangular or other shape.In some embodiments, the resilient tabs 1070 are wedge shaped in orderto aid connection with the tail connector 1012 section.

The tail connector 1012 includes in the example of FIG. 10a a cavity1084 that is shaped to receive the end of the tail boom 1010. In theexample embodiment, the walls of the cavity 1084 include a matchingnumber of holes 1072 as the number of resilient tabs 1070 on the tailboom. When coupled, as shown in FIG. 10b , the resilient tabs 1070 ofthe tail boom 1010 fit into the holes 1072 and snap into place, therebysecuring the tail boom 1010 in the cavity 1084.

The tail connector 1012 also includes push tabs 1076 for each hole 1072to detach the tail boom 1010 from the tail connector 1012. The push tabs1076 like the resilient tabs 1070 on the tail boom 1010 may beresiliently attached by a living hinge to the tail connector 1012. Inthis way the push tabs 1076 may be deflected by a user inward, towardthe cavity 1084 of the tail connector 1012 and toward or through theholes 1072 in the tail connector 1012 cavity 1084 to interact with theresilient tabs 1070 of the tail boom 1010 in order to deflect theresilient tabs 1070 inward, out of the holes 1072, and allow the tailboom 1010 to slide out and detach from the tail connector 1012.

In some embodiments, the tail connector 1012 cavity 1084 includes anelectrical connector 1074 that is configured to mate with the end of thetail boom 1080 and electrically connect the fuselage and the tailsections of the overall airframe. In such a way, an onboard computer orother device that communicates electrically may communicate with theflight control surfaces in the tail section during operation. Similarly,such an electrical connection may allow a battery in the fuselage topower motors on the tail flight control surfaces. Other peripherals maybe operated in the same manner. The electrical connector 1074 in thetail connector 1012 cavity 1084 may also include a cushion or otherspring feature to help mate the tail boom 1010 to the tail connector1012.

FIG. 10b shows an illustration of an example embodiment of the tail boom1010 mated with the tail connector 1012. In the illustration it can beseen that the resilient tabs 1070 are seated inside the holes 1072 ofthe tail connector 1012 cavity which is filled with the tail boom 1010.The seated resilient tabs 1070 exert an outward force on the walls ofthe holes 1072 and thereby hold the tail boom 1010 into the tailconnector 1012. If a force were to pull the tail boom 1010 to try andremove it from the tail connector 1012 in this position, the resilienttabs 1070 in the holes 1072 would hold the tail boom 1010 in place.

To detach the tail boom 1010 from the tail connector 1012, a user couldpush the push tabs 1076 of the tail connector 1012 which are shownaligned with the resilient tabs 1017 on the tail boom 1010. Such a pushon the push tabs 1076 would deflect the push tabs 1076 toward the centerof the tail connector 1012 cavity, the push tabs 1076 would contact theresilient tabs 1070 and deflect them, thereby unseating them from theholes 1072 and allowing the tail boom 1010 to be slid out of the tailconnector 1012.

FIG. 10b shows the tail connector 1012 electrical connector 1074 incontact with the end of the tail boom 1080 providing an electricalconnection between the two parts.

It should be noted that the examples described in FIGS. 10a and 10b of atail section are not intended to be limiting. Any aspect of an exampleairframe could be detachably connected in a similar manner as describedhere for the tail boom. For example, motor mounts, propeller assemblies,fuselage peripherals, payload attachments, or other parts may beequipped with a similar detachable connection assembly.

CONCLUSION

The foregoing description, for purpose of explanation, has beendescribed with reference to specific embodiments. However, theillustrative discussions above are not intended to be exhaustive or tolimit the embodiments to the precise forms disclosed. Many modificationsand variations are possible in view of the above teachings. Theembodiments were chosen and described in order to best explain theprinciples of the embodiments and its practical applications, to therebyenable others skilled in the art to best utilize the various embodimentswith various modifications as are suited to the particular usecontemplated.

Unless the context clearly requires otherwise, throughout thedescription, the words “comprise,” “comprising,” and the like are to beconstrued in an inclusive sense as opposed to an exclusive or exhaustivesense; that is to say, in a sense of “including, but not limited to.”Words using the singular or plural number also include the plural orsingular number respectively. Additionally, the words “herein,”“hereunder,” “above,” “below,” and words of similar import refer to thisapplication as a whole and not to any particular portions of thisapplication. When the word “or” is used in reference to a list of two ormore items, that word covers all of the following interpretations of theword: any of the items in the list, all of the items in the list and anycombination of the items in the list.

Although some presently preferred implementations of the embodimentshave been specifically described herein, it will be apparent to thoseskilled in the art to which the embodiments pertains that variations andmodifications of the various implementations shown and described hereinmay be made without departing from the spirit and scope of theembodiments. Accordingly, it is intended that the embodiments be limitedonly to the extent required by the applicable rules of law.

What is claimed is:
 1. An unmanned aerial vehicle, comprising: afuselage; a rigid frame yoke member extending transversely within thefuselage and having first and second distal ends, a top portion, frontportion, aft portion, and bottom portion; a tail member receptacleaffixed to the aft portion of the transverse rigid frame yoke member; afirst wing rib attached to the first distal end, and a second wing ribattached to the second distal end, wherein the first and second wing ribeach include a wing attachment assembly; and a payload assembly,attached to the front portion of the transverse rigid frame yoke member,the payload assembly having a pair of U-shaped structures spaced along awidth of the unmanned aerial vehicle and including a payload receptaclemounted in the payload assembly.
 2. The unmanned aerial vehicle of claim1, wherein each wing attachment assembly comprises a sliding assembly.3. The unmanned aerial vehicle of claim 1, wherein each wing attachmentassembly includes a quick connect assembly to mount free wingattachments.
 4. The unmanned aerial vehicle of claim 1, furthercomprising: a first wing attachment detachably connected to the firstdistal end; and a second wing attachment detachably connected to thesecond distal end.
 5. The unmanned aerial vehicle of claim 1, whereinthe U-shaped payload structures, mounted to the transverse rigid frameyoke member, includes a motor mount for a detachable electric motor. 6.The unmanned aerial vehicle of claim 1, wherein the payload assemblyincludes a cargo supporting bracket that spans a width of the payloadassembly.
 7. The unmanned aerial vehicle of claim 1, further comprises aremovable battery pack, removably affixed to the payload assembly. 8.The unmanned aerial vehicle of claim 1, wherein the tail memberreceptacle is detachably connected to a tail boom assembly.
 9. Theunmanned aerial vehicle of claim 8, the tail boom assembly comprising:two fixed flight surfaces connected by a fulcrum, and two movable flightcontrol surfaces mounted on the two fixed flight surfaces; at least twoservo motors mounted in the fulcrum and each attached to a paddle; andwherein the paddle is directly mounted to the movable flight controlsurfaces.
 10. The unmanned aerial vehicle of claim 8, wherein the tailmember receptacle detachable connection comprises a snap assembly. 11.The unmanned aerial vehicle of claim 8, wherein the tail memberreceptacle includes a magnetic connector, configured to magneticallyattach to the tail boom assembly.
 12. The unmanned aerial vehicle ofclaim 8, wherein the tail member receptacle includes two holes,configured to mate with two resilient tabs on the tail boom.
 13. Theunmanned aerial vehicle of claim 1, further comprising: a motor mountassembly affixed to a front of the payload assembly; and an electricmotor detachably fixed to the motor mount assembly, wherein the electricmotor includes a propeller assembly.
 14. The unmanned aerial vehicle ofclaim 13, wherein the detachable electric motor is detachably attachedto the motor mount assembly by a snap connector.
 15. The unmanned aerialvehicle of claim 13, further comprising: an onboard computer with aprocessor and a memory attached to the transverse rigid frame yokemember, the computer in communication with the electric motor; a radioantenna affixed to the transverse rigid frame yoke member, the radioantenna in communication with the onboard computer configured to receiveinstruction from a wireless control station; and wherein the electricmotor is configured to spin in two rotational directions, and whereinthe onboard computer is configured to command the electric motor toreverse spin after receiving data from the wireless controller stationvia the radio antenna.